Means for cushioning the bodies of railway-cars.



W. P. BETTE-5339M, DEGD. J. W. BETTENDORF, ADMINISTRATOR MEANS FOR OUSHIONING THE BODIES OF RAILWAY CARS.

APPLICATION FILED MAY 16,1910.

Patented Mar. 24, 191i 6 SHEETS-SHEET l.

W. P. BETTBNDOEF, DEGD. J. W. BETTBNDORFY, ADMINISTRATOR, MEANS FOR GUSHIONING THE BODIES OF RAILWAY CARS.

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ad 2 R g ha J Wfzksa as) -W. P. BETTENUORF, DBGD. J. w. BETTENDORF, ADMINISTRATOR. MEANS FOR CUSHIONING THE BODIES OF RAILWAY CARS.

APPLICATION FILED MAY 16,1910v 1,99 1,183. Patented Mar. 24, 1914;,

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W. P. BETTENDOR-F, DBGD. J. W. BETTBNDORF. ADMXNISTRATOR. MEANS FOR ousmomue THE BODIES OF RAILWAY CARS.

APPLLUATLOR LLLED MAY 16, 1910 Patented Mar. .24, 191% 5 SHEBTSSHEET 4.

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W. P. BETTENDORP, DEGD. J. W. BETTENDOEI, ADMINISTRATOR. MEANS FOR CUSBIONING THE BODIES 0F RAZLWAY CARS. N 'APPLICAllON llLBD MAY 16,1910. LGQLE my invention.

UNITED STATES PAQPENT OFFICE.

VVILLIAM P. BETTENDORF, OF BETTENDORF;

' TR ATOR OF SAID WILLIAM P. BETTENDORF, DECEASED.

IOWA; J. W. BETTENDORF ADMINIS= MEANS FOR CUSHIONING THE BODIES OF RAILWAY-CARS.

' v Specification of Letters Patent.

Patented Application filed May 16, 1910; Serial No. 561,558.

To all whom it may concern Be it known that I,- lVILLiAM P. BETTER- n'our, a citizen of the United States. residing at Bettendorf, in the county of Scott and State of Iowa, have invented new and useful Improvements in Means for Cushioning the Bodies of Railway-Cars; of which the following is a full, clear, and exact description.

My invention relates to railway cars, and more particularly to tank-cars.

The principal object of my invention is to modify the strain on railway car when it is subjected to a sudden pull or to a violent butting contact, and to neutralize the etl'ect oi a shifting load, as exemplified by the movement of the liquid contents of a tank car when traveling on a poorly graded or crooked track. i

A further object of my. invention. is to flexibly connect the body of said ear to-the body bolster without: ailecting the relation of the latter to the underframe of the same. This I accomplish by the means hereinafter fully described and as particularly pointed out in the claims.

In the drawings :Figure 1 is a side elc-.

vation of one end oi a tank-car embodying Fig. 2is a longitudinal vertical section of the opposite end portion thereof. through the lower portion of the same, taken-in such a plane as to show a side elevation of the bolsters. Fig. 4 is a transverse vertical section, through the lower portion of the same taken on dotted line 4 4. Fig. 11 Fig. 5 is a plan View of the broken away central portion of the bodybolster. Fig. 6 is a horizontal section thereof taken on broken line 6, 6, Fig. 2. Fig. 7 is a vertical longitudinal section taken on dotted line 7-7, Fig, 8, drawnto a larger scale and showing parts of the cushioning mechanism in longitudinal section. Fig. 8 is a plan of one end of the undert'raine having the tank and other parts removed.

For the purpose of more conveniently explaining my invention, I have confined its application to a tank-car;

Fig. is a transverse section,

mg or i i I I In the drawings tank, that is supported in the transverse plane ofthebody-bolster by means of saddles B, each consisting of a suitable castthe vertical planes of the car-wheels, and

A represents a suitable plate extending transversely between I Mar. 24, 1914..

having its upper surface concaved to con-' tor-in to theeurvature of said tank, which i seated therein. At its ends, this saddle is provided with rudimentary feet consisting of dowmvardlv extending hollow boxes the plane of the under-surface of the :ildS of which is horizontal. The undersurfaces of these boxes are provided with two or more that are transverse to the axis of hetank, and rest upon rollers C whiclrlatter are of corresponding diameters when the car is stationary will be in a state of rest at the inverted bottom o1 said corrugations. These rollers are seated in corrugations c. c, in

corresponding corrugations if 05 the adjacent ends of cast metal b0dy-bol-- sters D, the outer ends of which preferably terminate in the same vertical plane as the ends of the saddle, but are provided with integral brackets (I that extend in a longi-, tudinally upward direction to and support the running-board E of the car which is riveted thereto and extends from end to end of the car. At its center of length the bodybolster, is provided with a transverse pocket F which extends lengthwise the car in the vertical plane of the king-bolt, Z, and is adapted to contain a coiled springG placed therein, the ends of which bear against follower-plates f, f, located at each end of said pocket. The ends of thepocket are provided with vertically elongated openings y, and the ends of plungers HQ H, extend longitudinally. through these openings and engage the follower-plates. The shanks of these plungers enter suitable horizontal sockets. 11, made in heads, Lthat are made integral with and depend down from the Q i LGQLldS tudinal movement independent of the heads, I, by means. of the set screws 1c.

The corrugations c, c, of the bolsters, correspond to the corrugations a of the saddle, and; when the car is at rest the ridges between these corrugations and the bottoms thereof will be in the same vertical trans verse planes. Now when the car is in' mo tion and it is subjected to either a pulling or a buiiing strain the momentum of the tank will cause the rollers C, (3.. to roll up the incline sides of the corrugations and litt the tank, and when this impulse of the tank is spent, its weight will cause the rolls to gravitate to the'b'ottom of the corrugations and return to a state of rest therein. At the same time this action of the rollers'() is taking place, the plunger H onsthe side of the bolster opposite thattoward'whichthe tank is moving will, throu h the medium of the follower f-engage an i which latter resists and absorbs the shock of the thrust, and when it expands, restores the plungeis and the tank to their normal posi-- tions. The openings 9 through which the ends of the lungers H extend in order to engage the ollowers f, are widened verticallv to accommodate the upwardmoveinent .of the tank, andthe'saddle due to the action of the rollers C, C. If, however, these rollers C, were dispensed with the opening g would only be of sufiicient diameter to permit of the passage of the plungers.

The underside of holster D. at its center of length, is provided with a male centering plate which isseated in the female centeringplate of truck-bolster L, which latter is bellied down at its center oflcngth to enable the center of gravity of the tank to be lowered as much as possible. and the ends oi this truck-bolster L are supported by springsresting upon the sill of asuitable bolster opening of the side-frames of the trucks,

substantially as shown and described in Letters- Patent of the United States granted to mev October 6. 1903. No. 740,617.

The rear side of the body-bolster D is provided with wings N the inner vertical surfaces of which are patiallel and are arranged substantially equil distant from the vertical plane of the axispf the tank. and their upper flanges are bent outward and they are otherwise constriicted so as to afford incans to which tlie lianges of a horizontally disposed I-beam center sill M can bcsccured by means otrivcts or otherwise. This horizontally disposed renter-sill extends longitudinallvfrom the fbodv-bolstcr at one end of the car. and I prcf r to bend the upper flanges of this I- bcain center-sill outward, to accommodate and to permit the tank to occupy as low a position as possible and to avoid the shearcompress spring G;

single I beam 1 ing strain on the rivets used to secure their ends to wings N.

The front side of the body-bolster is provided with forwardly projecting draft-sill extensions 0, O, on each side of the vertical plane of the axis of the tank. These extensions are, preferably, I-shapcd in cross section and converge toward each other until they reach a point slightly beyond the transverse vertical plane of the end of the tank "car, where they bend upward. Ii -om this ing sides parallel to each other, and provided with suitable stop-lugs 0 for the followerplatcs of the draft-rigging (not shown), and have their ends connected by crossincmbers 1') both above and below the drawbar opening. The usual floating end-sills P are mounted transversely upon and carried by these dra fT-Slll extensions 0 at their outer raised ends, as shown in dotted lines in Fig. 8 of the drawings. I

I do not wish to be connncd to the cushioning-springs being located in the bolsters, as they can, if desired, be located at the center of length of the car, substantially as shown in a coin anion application for a modified form 0 my invention 33. 1910, Serial Number 562,922, but desire to be understood as claiming as my invention the broad idea of both features, as well as the cushioning of the car-body or tank to limit the extent of the longitudinal movement of the same. If desired these two features can be used ,in combination or separately.

What I claim as new is Q 1. In a railway car. an underframe comprising suitable end-sills,-body-bolsters, and a center-sill the ends of which are connected to said body-holsters, car trucks, a longitudinally arranged cushioning device carried directly by said bolsters, a 'car-body adapted to have a slight longitudinal moveincnt independent of the underframe. and means connected to and projecting from said car-body adjacent said bolsters that are adapted to engage and compress said cushioning device.

2. In a railway-car. an undcrt'ramc including,body-bolsters and a center-sill supported thereby ccntrally disposed seats on said bolsters. suitable cushioning devices rctained in said seats. a car-body adapted to i have a slight longitudinal movement indc: pendent of said underframc. and means connected toaud projecting from said car-body adjacent said seats that are adapted to engage-and compress said cushioning devices.

latter point the draft-sills have their oppos filed May in a railway car. an undcrframc liaving a depressed seat, a. car-body adapted to have a slight longitudinal movement independent of said und rframe, a suitable loufrom said car-body gitudinally disposed coil spring retained in said seat, follower-plates at each end thereof, and means connected to and projecting and adapted to engage said follower-plates.

i. In a railway car an pnderit'rame having a depressed'seat, a car-body adapted to lave a slight longitudinal movement independent of said'underframe, a suitable 1ongitudinally disposed coil-spring retained in said seat, follower-platesat each end there of, and arms connected to and projecting down from said-car-body, and opposing said and extending toward and adaptedfto engage said followers. p p

6 In a railway car, an under fr'ame comprising a body-bolster havinga depressed" seat therein, a car-body. adapted to have a slight longitudinal movement independent of said underframe, a suitable longitudif nally disposed cushioning device, retained in said seat, and arms connected to and pros jectingdown from said car-body, and 0pposed to the ends of said cushioning device.

7. In a railway car, an underframe having a depressed seat, having openings in its en s, a car-body adapted to have a'slight longitudinal movement independent of said nndertrame, a suitable longitudinally disposed cushioning device retained in said seat, arms connected to and projecting down from said car-body, and plungers secured 'insaid arms in alinement with said cushioning device that extend through the open ings in the ends of said seat and engage said.

device. Y

8. In a railway car, an underframe having a depressed seat having vertically widened openings in its ends, a car-body adapted to have simultaneously a slight longitudinal movement and rising and falling movement independent of said under-frame, a suitable longitudinally disposed cushioning device retained in said seat, arms connected to and projecting down from said car body, and plungers secured in said arms in alinement with said cushioning device that extend through the openings in the ends of said seat and engage said device.

9. In a railway car, an underi'rame comprising body-bolsters the center of each of which is provided with a depressed seat having vertically widened openings in its ends,

.acar-body adapted to have simultaneously a slight longitudinal movement and rising and falling movement independent of said underframe, a suitable longitudinaily disposed cushioning device retained in said seat, arms connected to and projecting down from said car-body, and plungers secured in said arms in alinement with said cushioning device that extend through the openings in the ends of said seat and engage said device.

10. In a railway car, an underframe comprising body-bolsters each having a depressed seat therein, a single rolled beam center-sill the web connecting the flanged edges of which is disposed horizontally, a car-body adapted to have a slight longitudinal movementindependent of said underframe, and a cushioningdevice'adapted to. be retained in sald seat and to resist the in dependent movement of said car-body. I

11. In a railway car, an underframe comprising body-bolsters each having a depressed .seat therein, a single rolled beam center-sill, the web connecting the flanged edges of which is disposed horizontally, and

the ends of which terminate at and are secured to said bolsters, a car-body adapted to have a slight longitudinal movement independentof said underframe, and a cushion- -ing device adapted to be retained in said seat and to resist the independent movement of said car-body. v

12. In a railway car, an underf-rame comprising body-bolsters each. having a de-" pressed seat therein and having wings projecting-from theirrear sides, a single rolled .beam center-sill the Web connecting the flanged edges of which is disposed horizontally and the ends of which terminate between and are secured to said wings, a can body adapted to have a slight longitudinal movement independent of said underframe, and a cushioning device adapted to be re l1tlIlGd in said seat and to resist the independent movement of said car-body.

- 13. In a railway car, an underframe comprising body-bolsters, each having a depressed seat therein, integral draft-sills projecting forward from said bolsters, a. carbody adapted to have a slight longitudinal movement independent of said bolsters, and :1. cushioning device adapted to be retained in said seat and to resist said independent movement of said car-bodyL 14. In a railway car, an nnderframe comprising body-bolsters each having .a de

pressed seat therein, integral draft-sills proecting forward from said bolsters, asingle rolled beam center-sill the web connecting the flanged edges of which is horizontally.

disposed, a car-body adapted tohave a slight longitudinal movement independent of said bolsters, and a cushioning device gal 't'n'dinal movement independent of the same.

il w lrli resist said independent movement oi-said curbed} v 15. ln s. railway car, an underframe com.

pressed seat therein, integinl drsit-sills pro jeoting' forward fronisliitl bolsters, a single rolled beam eenter-sill the web ronneetingl the flanged edges of which is horizontally l disposed, end the ends of which terminate at and are secured to saidvbolst'eis, a carbody adapted to have u slight longitudinal l movement independent of said bolsters, and a cushioning device adapted to be retained l in said seat and to resist said independent? movementof said car-body. 16. In a railway car an under'irame comprisin bodybolsters each having a del presse seat therein, and having wings pro- 1 jecting from their rear edges. integral draftsills projecting: forward from said bolsters. l a single rolled beam center-sill, the web of which is horizontal and the ends connected i to and between said wings a car-bodjr adapted to hare a slight! longitudinal movel ment independent of said bolsters, and at cushioning device adopted to be retained in said seat and to resist said independent movement of said or body. 5 17. In a railway car. the conifiiiiation with f a suitable undert'rame including: holsters. of i a ear-bod and separatedevices carried by said bolsters that impart o. simultaneously and automatically returnahlelongitudinally reoiproeable movement and a rising and out of said under-frame. 18. In a railway curgthe combination with a suitable umlerirlnne including body-bolsters. ot' a curbod having a limited longil means supported directly by said bolstersl adjacent euchend of said under-frames that l are engaged by said car-body and impart a rising" and falling movement to it when said nobody mores longitudinally. 19. In a railway ear. the eombination' with l l l l a suitable under-frame including bodyholst'crs. of a cashed having a limited longitudinal movement indepmidcnt of the same, and means carried by suid bolster' upon which the weight. of said car-hody rests that alztrnistically actuate thelzitter to return to iis osition of rest. Y

20. A railway cur comprising a\ suitable underframo including body-holsters? and a car-body having a movement independent of the underirame, of anti-friction rollers carried directly or said bolsters adjacent ouch end/thereof that are arranged transverse C0 the'leng'th of the l limited longitudinal car imd that directly support the car-body.

21. A rsilwsw car comprising a suitable under-frame including body bolsters, and a car-body having a limited longitudinal movement independent of the underirame, of antirfriction rollers carried by said bol sters adjacent each end thereof that are arranged transverse to the length of the car and that directly support the car-body and concave seats therefor in said bolsters.

22. A railway car comprising a suitable under-frame, comprising a renter-sill and body bolsters, corrugated roller hearing seiits arranged transverse to the length of the car and supported bv said body bolsters a car-body having a limited longitudinal movement independent of said undcrframe. and inverted corrugated roller seats seem-ed to said car-body and arranged parallel to those first mentioned. and rollers placed be tween sald seats and devices for returning said ear to normal position after being moved independent of said underi'rame.

23. A railway car comprising a suitable underfrzime, which includes :1 longitudinal centersill and body-bolsters, and a carbody having a longitudinal movement independent of said under-frame, of means supported by said under-frame adjacent each end there of, that directly supports said carhody and are interposed between the some and said under-frame. and longitudinally disposed cushioning devices adjacent said body bol- L sters for limiting: the movement of said carbody on said underframe and. which return soul cur-bodjvfito normal after each longrtm I dinul movement, of the latter. falling movement to said (uP-bOclY independ- 1 it. A railway car comprising a suitable under-framewhich includes a longitudinal center-sill and hotly-bolsters and a car-hody having a longitudinal movement independout of'said underframe. of means supported l by said underframe adpieent each end there of that directly supports said ear-both a lid are interposed between the some and said nndorframe, and longitudinally disposed cushioning devices disposed on eaohsido of said body-bolsters for limiting the movement of said car-body on said underframe and which return said car-body to normal after each longitudinal movement of the latter.

25. A railway our comprising a suitable underframe having a center-sill and body- 'bolsters. and a carbody having a longitudinal movement independentoi said underframe. of anti friction rollers arranged transverse to the length of the car and lo rated adjacent the ends thereof that; are interposed between said underframe and soid oar-bod and directly support the latter, and devices for limiting the longitudinal move ment of the car body.

'26. A railway car comprising a suitable underfame having a center-sill and body bolsters,"corrugated ro11er-bearing seats sup ported thereby adjacent the ends of the car gand'arranged transversely to the length of the same, a ear-body having a longitudinal vices for limiting the movement of said car body and which return said car-body to norinal after each longitudinal increment of the latter, and rollers placed between said seats.

27. In a railway car, an underframe having a depressed seat, a car-body adapted to have a slight longitudinal movement independent of said underframe, roller bearing interposed between said underframe and car-body and supporting the latter, a suitable longitudinally disposed coil spring retained insaid seat, follower-plates at each end thereof, and means connected to and projecting from said car-body and adapted to engage said follower-plates.

28. In a railway car an underframe having a depressed seat, a car-body adapted to have a slight longitudinalmovement independent of said underframe, roller bearings interposed between said underframe and car-body and supporting the latter, a suitable longitudinally disposed coil-spring retained in said seat, follower-plates at each end thereof, and arms connected to and projecting down from said carb0dy, and opposing said follower-plates.

29. In a railway car, an underframe having a" depressed seat, a car-body adapted to have a slight longitudinal movement in dependent of said underframe, roller bearings interposed between said underframe' and car-body and supporting the latter,a suitable longitudinally disposed coil-spring retained in said seat, follower-plates at each end thereof, and arms connected to and projecting down from said carbody, plungers secured in said arms in alinement with said spring and extending toward and adapted to, engage said followers.

30. In a railway car, an under-frame having a depressed seat having vertically Widened openings in its ends, a car-body adapted to have simultaneously a'slight longitudinal movement and rising and falling movement independent oi 11d underframe, roller bearings interposed between said underframe and car-body and supporting the latter, a suitable longitudinally disposed cushioning de' 'ice retained in said seat, arms connected to and projecting down from said carbody, a nd plungers secured in said arms in alinement with said cushioning device 't'lfa t extend through the openings in the ends of said seat and engage sald device.

31. In a railway car, an underframe com prising body-bolsters each having a depressed seat therein, a single rolled beam center-sill the web connecting the flanged edges of which is disposed horizontally, a car-body adapted to have a slight longitudinal movement independent of said underframe, roller bearings interposed between said underframe and car-body and supporting the latter, and a cushioning device adapted to be retained in said seat and to resist the independent movement of said car body.

q 02. In a railway car,-an underframe comprising body'-bo1sters each having a de pressed seat therein, a single rolled beam center-sill, the web connecting the flanged edges of which is disposed hOIlZOlltfllb', and

,the ends of which terminate at and are se-,

cured to said bolsters, a car-body adapted to have a slight longitudinal movement inde pendent of said underframe, roller bearings interposed between said underframe and car-body and supporting the latter, and a cushioning device adapted to be retained in said seat and to resist the independent movement of said car-body.

33. A car structure including a car body;

a supporting structure upon which the car body may move longitudinally with respect to the supporting structure; and buffer mechanism for yieldingly limiting movement ofuthe car body longitudinally of the supporting structure, said buffer mechanism including a follower device, an abutment therefor, spring mechanism, means whereby the spring mechanism presses the follower device against its abutment when. the car body moves in one direction and for causing the follower device to move from its abutment and to be pressed upon the spring mechanism when the car body is moved in the reverse direction and a second abutment against which the spring mechanism is pressed when the car body is' moved inthe latter direction.

34. A car structure including a car body 5 a supporting structure therefor upouwhich the car body may move longitudinaily with respect to the supporting structure; buffer mechanism tor yieldingly-limiting movement of the car body longitudinally of the supporting structure, said including abutments, spr1ng mechanism 1nterposed between the abutments, said spring mechanism being in separable relation with each abutment, and means whereby the car body in moving in one direction with respect to its supporting structure will cause the spring mechanism to leave one of its abutments and be pressed against its other abutment and whereby when the car body is moved in the reverse direction with reulfer mechanism Loemgio spect' to its supporting structure it will. 1 terposed between the abntments, and means leave the last mentioned abutment and he 1 whereby the car body in moving in one pressed against the abut-mentcoinpaninu direction with respect to its supporting thereto. structure will cause the spring mechanism 35. A car structure including a car body; to leave one of its ubutments and be pressed in supporting structure therefor upon which against. its other abutment. the car body may move longitudinally with 1 In witness whereof I have hereunto set my respect to the supporting structure; buffer i hand this 12th day of May 1910. mechanism for ieidingly limiting move- W BLLL-fli P. BETTENDORE. ment of the car body longitudinallv of the \Vitnesses: supporting structure, i A. B. FREKIER,

said bufier mechanism including abntnients. spring mechanism 111 1 F. M. GODDARD. 

